Controlling device for motor-vehicles.



APATBNTED JUNE 13, 1905. T. L. & T. J. STURTEVANT. GONTROLLINGVDEVICE FOR MOTOR VEHICLES.

APPLIUATION FILED FEB. 13.1905.

UNrrnp STATES Patented .Tune 13, 1905.

THOMAS LEGGETT STURTEVANT, OF QUINCY, AND THOMAS JOSEPH STURTEVANT, OF VELLESLEY, MASSACHUSETTS, ASSIGNORS TO STURTEVAN" MILL COMPANY, OF PORTLAND, MAINE, A CORPORA- TION OF MAINE.

CONTROLLING DEVICE FO MOTOR-VEHICLES.

SPECIFICATION forming part of Letters Patent No. 792,241, dated J Application filed February 13, 1905. Serial No. 245,420.

T0 all whom, it mfr/y concern:

Be it known that we,THoMAs Lneenrr S'rUR- TEvANT, residing at Quincy, and THOMAS JosnrH STUR'rnvANT, residing at lVellesley, in the county of Norfolk and State of Massachusetts, citizens of Vthe United States, have invented or discovered certain new and useful Improvements in Controlling Devices for Motor-Vehicles, of which the following is a specification, reference being had therein to the accompanying drawing.

This invention relates to a controlling or regulating device for motor-vehicles by which a brake may be released and the vehicle be started or its speed regulated from a single controlling device or foot button, or, conversely, by which power may be reduced or shut off and a brake be applied to stop the vey hicle by the reverse movement of the said sin-I gle controlling device or foot-button. The invention is well adapted for use on motor-vehicles equipped with gas-engines supplied with the proper gaseous hydrocarbon fuel from a carbureter and which motor-vehicles may also be equipped with brakes operated by air or other iiuid pressure medium, although the invention is equally applicable to motor-vehicles equipped with other forms of motors or brakes than those just mentioned. One form of the invention is illustrated in the accompanying drawing, which shows part of the framework of a motor-vehicle with the controlling device or foot-button properly connected to a brake-controlling device and also to a power or motor controlling device. In the drawing, which illustrates a form of the invention suitable for use on a motor-vehicle equipped with a gas-engine and an air or fluid pressure brake, 2 denotes a portion of the floor or footboard of a motor-vehicle, and 3 the dasher or dashboard thereof and which is constructed hollow to form a chamber 4, adapted to receive a carbureter 5, the outlet from which communicates with a pipe 6, conveying the gaseous hydrocarbon fuel to the engine. ln the passage-wayor elbow 7, form- 10 with the shorter arm of a lever 11, ful-' crumed at 12 on a suitable support, the longer arm of the said lever having at its free end a pin 12, engaging a suitable slot in the movable portion or turning plug 13 of a valve preferably constructed as a three-way coc/lg, The three-way cock is provided with aninlet 14Vfor air under pressure and coming from a suitable pressure-tank or air-pump, the said cock having also an outlet l5 to communicate with a suitable airbrake-such, for example, as that shown and described in our United States application, Serial No. @493024, led January lO, 1905, and the said (zoom an exhaust-port at 16, through which when the movable portion of the valve is properly turned the pressure medium or air from the cylinder of the air or Huid pressure brake may be quickly exhausted.

The longer arm of the lever 11 carries an arm or rod 17, provided at its top with a controlling-button 18, to which the foot of the driver may be conveniently applied, and surrounding the said rod is a spring 19, which normally serves to hold the button 18 elevated and in which elevated position of the said button the air or other fluid pressure medium will be turned on to apply the brake and the throttle-lever will be in such position as to mainly shut off fuel from the engine, which latter at this time may be running very slowly by virtue of a very small supply of fuel fed to the engine through a by-pass port, as at 20. Then the engine is thus running slowly, a clutch device, with which the motor-vehicle will be equipped and which may be of the form covered by our United States Patent No. 766,551 or of any other approved form, will be inoperative to transmit power from the engine to the driving mechanism of the vehicle. IVhen, however, the engine speed is increased to a proper driving speed bythe admission thereto of a proper supply of fuel, the clutch grips or becomes effective and the car is started, as will be fully understood from our said patent.

From the foregoing it will be understood that by virtue of the single controlling device or button 18 the speed of the vehicle may be regulated and the brake be applied or released, so that by simply pressing downward on the said button the movable portion of the three-way-cock brake-controlling device will be moved into such position as to release the brake, and simultaneously with such movement of the brake comzrolling1 device the throttle-lever will be operated to open the throttle-valve and admit gaseous fuel to the engine. 4Thus the farther said button is depressed the wider the throttle-valve will be opened to permit more fuel to be supplied to the engine, and consequently increase the speed of the latter, a reverse or upward movement of the said controlling-button,due to a relaxed foot-pressure thereon and a consequent lifting thereof by the spring 19, serving to cause the engine speed to be reduced, owing to a closing movement of the throttle-valve, such upward movement of the controlling footbutton moving the brake-controlling device in such position as to apply the brake at the proper time. In other words, the spring 19 affords means for storing up power when eon1- pressed by pressure on the foot-button 18, so that when the pressure on said foot-button is relaxed or released the stored-up power in said spring serves to automatically shut off motive power by closing the throttle-Vabre and also to automatically apply the brake by turning the three-way cock so as to cause air or other pressure medium to operate the Huidpressure brake. Also the sparking device may, if desired, be connected with the throttle-leverdevicelas set forth in our application, Serial No. 223,247, filed September 3, 190i, so that thes'parlihg operation maybe varied as to its timing simultaneously with the variation or regulation of the fuel-supply by the throttle-valve.

As hereinbefore indicated, the invention is not to be understood as being limited to any particular hind of motor or brake both controlled from a single device or foot-button, as the invention is obviously applicable to motor-vehicles equipped with other forms of Inotors than gasengines--such, for example, as steam-engines or electric motorswaud while it is preferred to employ an air or iiuid pressure brake in connection with the single controlling device for the brake and power the invention is not to be understood as being limited to the use of this special form of brake or to the particular arrangement or construction of the mechanism for effecting the result aimed at herein shown and described, as elecutrieally -opcrated brakes or other forms of brakes may be employed within the scope of this invention and the details of construction of the invention may be varied widely without departing from the spirit or essence thereof. Having thus described our invention, we claim and desire to secure by Letters Patent- 1. In a motor-vehicle, the combination with a brake-controlling device, and a controlling device by which power may be turned on to start and drive the car, or may be shut off, of a controlling device for both of the aforesaid controlling devices and which last-named controlling device comprises means whereby power applied thereto by the driver may be stored up to be utilized, when said last-named controlling device is released, to turn ofil the motive power and apply the brake.

2. In a motor-Vehicle, the combination with a fluid-pressure brake-controlling device, and a controlling device by which power may be turned on to start and drive the ear, or may be shut off, of a controlling device for both of the aforesaid controlling devices and which last-named controlling device comprises means whereby power applied thereto by the driver may be stored up to be utilized, when said last-named controlling device is released, to turn off the motive power and apply the brake. 3, In a motor-vehicle, the combination with a brake-controlling device by the actuation of which the car may be stopped, and a throttlecontrolling device by which the car may be started and its speed regulated, of a single controlling device or foot-button for both of the aforesaid devices, and a spring' which automatically returns said foot-button to its normal position to actuate or close the throttle and apply the brake when the said last-named controlling device or foot-button is released.

4. In a motor-vehicle, the combination with means for supplying fuel to a gaseengine, and comprising a carbureter, of a throttle device for regulating the fuel-supply to the engine, a brake-controlling device, a foot-operated controlling device connected with said throttle device and brake-controlling device and means, through the instrumentality of which said last-named device will be automatically reversely operated, when foot-pressure is re- Enovl'ed, to close the throttle and apply the ra ze.

5. In a motor-vehicle, the combination with 6. In a motor-vehicle, the combination with means for supplying fuel to a gas-engine and Comprising a carbureter, of a throttle device for regulating the fuel-supply to the engine, a fluid-pressure brake-Controlling valve,a footbutton to be depressed by the driver, a lever carrying said foot-button and which is connected with said throttle device and brakecontrolling valve, and a reacting' spring for the said foot-button and which spring serves to automatically close the throttle and apply 10 the brake when foot-pressure is removed.

In testimony whereofl we afx our signatures in presence of two Witnesses.

THOMAS LEGGETT STURTEVANT. THOMAS JOSEPH STURTEVANT. Vitnesses:

W. H. ELLIS, L. H. STURTEVANT. 

